Velocipede



2 Sheets-Sheet 1. J. W. JAMES. VELOUIPEDE.

(No Model.)-

Patented Dec. 16, 1890.

2 Sheets-Sheet 2.

J. W. JAMES.

(No Model.)

VELOOIPEDE.

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UNITED STATES PATENT Fries.

JACK \V. JAMES, OF CUBA, TENNESSEE.

VELOCIPEDE.

SPECIFICATION forming part of Letters Patent No. 442,980, dated December16, 1890.

Application filed April 24, 1890. Serial No. 349,362- (No model.)

To aZZ whom it may concern:

Be it known that I, JACK W1 JAMES, a citizen of the United States,residing at Ouba,in the county of Shelby and State of Tennessee, haveinvented new and useful Improvements in Marine Cycles, of which thefollowing is a specification. My invention relates to certainimprovements in bicycles, and one purpose thereof is to provide novelmeans whereby the drivingpower and speed may be materially increased,while all dead-cen ters are avoided and a more uniform and smootherrevolution is imparted to the power-shaft.

It is my purpose, also, to provide novel means whereby a propellingforce may be communicated to the driving-wheel of either a land or amarine bicycle by either the feet or the hands separately or by bothconjointly.

It is my further purpose to combine with a marine bicycle having thenovel means of propulsion, hereinafter fully set forth, simple devicesfor operating the rudder by which the boat is steered.

The invention consists to these ends in the novel features ofconstruction and new combinations of parts hereinafter fully set forth,and then defined in the claims following this specification.

To enable others skilled in the art to practice my said invention, Iwill proceed to describe the same in detail, reference being had to theaccompanying drawings, in which Figure 1 is a side elevation of a bicyleembodying my invention. Fig. 2 is a partial elevation showing a modifiedconstruction. Fig. 3 is a detail view showing a part of the backbonewith the lockingdisk mounted thereon. Fig. 4 is a detail front elevationshowing the locking devices. Fig. 5 is a side elevation showing theapplication of my invention to a Safety machine. Fig. 6 is a detailperspective of the reciprocating foot-bars, each having a double seriesof lugs, from the continuous reciprocation of which continuous rotarymovement is produced. Fig. 7 is adetail side elevation showing amodified construction of the parts shown in Fig. 6. Fig. 8 is a detailside elevation showing a modification in the manner of gearing thebicycle for higher speed.

In the said drawings, the reference-numeral 1 denotes the backbone of abicycle, in the lower end of which is journaled the runningwheel orsmall wheel 2. At the upper end it is pivotally connected in the mannerfully described hereinafter with the post or upright 3, in the ends ofwhich the journals of the traction-wheel 4 have bearing.

Upon the postor standard 3 is mounted a frame consisting of horizontalparallel bars 5, arranged upon opposite sides of the upper portion ofthe wheel and connected at their ends by short transverse pieces orbraces G, the lower horizontal bars of the frame being in or nearly inthe diametrical line of the traction-wheel 4. This frame is furtherbraced by diagonally-inclined bars or braces 7, which unite with thebars 5. These bars, moreover, as well as the braces 7, have connectionwith semi-circumferential braces S concentric with the wheel 4. Each ofthe diagonal braces 7 forms one member of a frame having a second andparallel brace lying directly behind the brace or bar 7 upon the sameside of the traction-wheel 4, but upon the opposite side of the bar 8.

Within the upper frame 7, and having journal bearing therein, isarranged a gearwheel 9, and within the lower frame is journaled in likemanner a gear-wheel 10, whichmeshes with the gear 9. The gear 10 mesheswith a pinion 12, which is rigid with the shaft of the traction-wheel 4,and 1 will now show how motion is communicated by the rider to thetraction-wheel.

It must be understood that upon each side of the traction-wheel 4 arearranged diagonal frames 7, and within each frame are arranged gears 9and 10, meshing one with an other, and the gear 10, as already setforth, meshing on each side of the wheel with the pinion 12 on the shaftof the wheel 4. Upon each side of the wheel is arranged a bar 13, havingits axis in or nearly in the direct line of action of the feet of therider sit-ting upon the saddle. These bars are each provided with twoslots 14, which receive pins 15, mounted on the diagonal braces orframes 7, whereby longitudinal movement of said bars is permitted to theextent of the said slots 14. These bars 13 are reciprocated by the feetof the rider who sits upon the sad die, the upward movement of the barbeing effected in the manner hereinafter described. The constructionwhich is now to he described is duplicated upon each side of thetraction-wheel 4.

Upon each bar 13 I mount lugs 14;, rigid upon the bar and having facesat right angles with said bar, said faces being adjacent one to theother and separated from each other bya suitable interval. Upon saidbars, also, I arrange two independent lugs 17, each composed of a strapof elastic metal and having a shoulder 18 formed at right angles withthe bar. This shoulder is formed by a sharp bend in the strap,terminating in the tang 19, which lies beneath a keeper 20, mounted onthe bar. These spring-lugs 17 are arranged in a line parallel with theline of movement of the bar, as shown in Fig. 6, butin adifferentlongitudinal line from the rigid lugs 16.

Upon each of the gears 9 and 1c are mounted duplex cams 21 and 22, rigidwith the shafts of the said gears and having their ends projectingbeyond the peripheries of the said gears, the engaging ends of said camsfacing in opposite directions, as shown in Fig. (5. These cams areplaced side by side and their oppositely-faced acting-surfaces act indifferent but parallel planes, whereby one of said cam-faces engages therigid lugs 16 and the other the spring-lugs or cam-shoulders 17, asshown in Fig. 6.

In suitable recesses in the end of each bar 13 I mount a rod or bar 23,which enters the end of said bar 13, and is projected therefrom bysprings 24, coiled upon the said rod and resting at one end against theend of the bar It will readily be seen that as the bar 13 is pushed bythe foot of the riderin the direction of the arrow in Fig. (i thespring-lug 17 on gear 9 will engage the cam on arm 21 and cause thepartial revolution of the gear 9, which is communicated by the mesh ofsaid gears to the similar gear 10, which revolves in an oppositedirection, and is provided with duplex cams 22, similar to those uponthe gear 9 and rigidly mounted on the shaft thereof, but arrangedquartering therewith, whereby the succeeding action of the other bar 13will, after the cam or gear 10 has snapped over the spring-lug 17, raisethe bar 13 back to its original position in readiness for a secondstroke.

\Vhen the slotted bars 20 are used in connection with the reciprocatingbars 13, but diametrically separated therefrom as shown in Fig. 1, thesaid bars 20 are equipped in all respects in the same manner with thebars 13that is to say, with rigid lugs 16 and yielding or spring lugs17, the latter being arranged in one longitudinal line and the rigidlugs in a different but parallel line, in the manner shown in Fi 6. Theyare provided, also, with slots 27, which receive pins on the diagonalbars 7, by which the reciprocating bar is supported. The reciprocationof each bar is effected bya hand-rod 28, bolted to the upper end of thebar 26, and havinga loop 29,which lies within convenient reach of eachhand. The bar 13 is provided with a foot-rest 30 (shown in Fig. 1) for asimilar purpose. It should be understood that the construction describedis duplicated upon both sides of the wheel.

The backbone 1 is provided with a diskshaped extremity (shown in Fig. 3)having a central opening to receive the pivot-pin 31. Upon its peripheryor throughout a portion of the same I form notches 32 at regularintervals, and this notched circular end is arranged horizontallybetween two parallel brackets 33, projectingrearward from the post orstandard In suitable openings formed in said parallel brackets is aspring-pressed pin 34, which engages one of the notches 32 and preventsthe backbone from swinging or turning upon the pivot-pin 31. Thelockingpin S-t is drawn by means of a lever 35, fulcrumed upon thesteering-bar and connected with the pin by a cord or wire.

Upon the upper end of the post or standard 3 I mountlaterally-projecting brackets 36, in which is arranged a spring-pressedpin or bolt 37, engaging with a socket 38 011 the pivotal part of thestandard, the pivotal joint being formed at a point between the supportsfor the pin and the socket therefor. The pin may be released in themanner already described or in any other suitable mtnner. By

, engaging the pin with its socket the steeringbar is renderedinoperative, while by releasing it the steering-bar may be operatedwithout operating the traction-wheel. This construction is especiallyadapted for use with a marine bicycle, as hereinafter more fullydescribed, the purpose being to permit continuous rotation of thetraction-wheel in one and the same plane, and at the same time allow therudder to be manipulated by the steeringbar without interfering with therevolution of the propeller-shaft, which is produced by the frictionalcontact between the rubber tire of the traction-wheel and the smallgrooved friction-gear 40, mounted in bearings in a frame 4C1, havingbrackets 42, which support the adjustable arms 43 of the frame 5 5,which are tapped into attachments it of the brackets t2. \Yhen thusmounted, the shaft of the gear iOis geared in any suitable manner withthe longitudinal shaft carrying the propeller. The rudder 15 may bemounted upon a rudder-post it having a cross-head t7, which is connectedby cords 4-8 with the pivotallymounted upper portion of the standard orpost These cords are passed from the cross head it) on the standardthrough an eye 50 on the backbone, and thence over a grooved pulley 51,whence they pass to the cross-hcad on the rudder-post1 In certain casesI may dispense with the duplication of parts shown in Fig. 1 and may usethe single bars 52 illustrated in Fig. 5.

IIO

These bars are substantially similar to those already described in Fig.1 and are operated by hand-holds In Fig. 8 of the drawings I have showna novel manner of gearing the traction-wheel for speed. In this figurethe numeral 54: denotes a gear loose on the wheel of the bicycle andhaving a foot-rest 55, said wheel being supported in the end of thecentral standard of the bicycle. The gear 54: meshes with a pinion 50,mounted upon a shaft 57, journaled in an angular frame 58, forming anextension of the standard 3. Upon the shaft of the said gear 56 is alarger gear 59, which meshes with a pinion (30, rigid with thetraction-shaft of the large wheel. Thus it will be seen that it is aneasy matter to transmit rotary movement from the gear 54: and obtain avery high rate of speed through the train of gearing set forth.

lVhat I claim is- 1. In a bicycle, the combination, with a frameinclosing part of the traction-wheel, of gears journaled in said frameand meshing one with the other, bars reciprocating upon suitablesupports carried by said frame and provided with rigid lugs, andspring-lugs arranged in parallel but separate lines upon each bar,substantially as described.

2. In a bicycle, the combination, with the standard, of the backbonehaving its end formed into a flattened disk and centrally pivotedbetween rearWardly-projecting brackets on the standard, of aspring-pressed pin lying in openings in said brackets and engaging witha series of notches in the periphery of the flattened disk, and a leverfulcrumed on the steering-bar and connected by a cord with the pin,substantally as described.

3. In a bicycle, the combination, with a traction-wheel, of a gear rigidon the shaft thereof, a frame inclosing part of said traction-wheel, twointermeshing gears, one of which meshes with the gear on the shaft ofthe traction-wheel, reciprocating bars arranged on each side of thetraction-wheel and provided with two series of lugs, one series beingrigid and the other elastic and each being arranged in different planes,and double cams rigidly mounted upon the two gears on each side of thetraetionavhcel, substantially as described.

-I. In a gearing for bicycles, the combination, with a traction-wheelhaving a triangular supporting-frame, of gear-wheels loose upon theshaft of the traction-wheel and arranged upon each side thereof, andpinions driven by said gears and having gears intermeshing with pinionsrigid on the shaft of the traction-wheel, substantially as described.

5. In a bicycle, the combination, with a post having a semicircularframe inclosing the upper half of said wheel, of a tractionwheeljournaled in the lower end of said post and having upon each side of thetractionwheel a pinion rigid on the shaft of said wheel, a pair ofsimilar intermeshing gears on each side of the traction-wheel, one ofwhich meshes with the pinion upon the same side, duplex cams facing inopposite directions and having their opposite workingfaoes ondiametrically-opposite sides on each gear, and one or more reciprocatingbars mounted upon the semicircular frame and having longitudinalmovement in the direction of the stroke of the feet of the rider, saidbars being arranged one on each side of the traction-wheel and beingeach provided with two rigid cams facing toward each other and lying inthe line of action of one set of said cams, and two yielding or springcams arranged in the line of action of the other set of cams and facingin the opposite direction, substantially as described.

6. The combination,with the traction-wheel of a bicycle, of the framecarrying reciproeating bars having lugs, the two wheels geared togetherand one geared to the shaft of the traction-wheel, and each providedwith duplex cams co-operating with the reciprocating bars to drive thetraction-wheel, a frontwheel standard or post, a steering-bar pivotallyengaged with the standard or post, and devices for rigidly locking thesteering-bar to the standard or post, substantially as described.

In testimony whereof I have affixed my signature in presence of twowitnesses.

JACK \V. JAMES.

Witnesses:

FRANK HAWKINs, M. L. YORK.

